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Aviation History
1924
1924 - 0290.PDF
Ifi!&fe MAY 22, 1924 received on the progress day by day of this 9,000-mile flight have been very brief and incomplete. Yet the risk and hazard entailed have been just as great—if not greater—as those obtaining in the other big flights, for it must be remembered that a very large portion of the route lay over great distances of uninhabited and unknown territory where in the event of a forced landing, it would be difficult, if not impossible, to get into touch with civilisation. Also, except for one or two places, no preparation in the way of dumps of spares, etc., had been made en route. It will be remembered they started from Melbourne on April 6, and flew to Sydney (450 miles). The next stage was Sydney-Gladstone, and on April 13 they had reached Towns- ille, Queensland. A few days later, they got to ^Thursday Island, and then followed a difficult flight of 400 miles across the Carpentaria Gulf to Elcho, thence on to Darwin. Two more " hops " brought them to Broome, after which they proceeded to Onslow, and then to Carnarvon. Here, 5,000 miles on their journey, they experienced their first engine trouble, which delayed them a few days. On May 12-13, they resumed the flight to Perth and Albany, where we left them last week. From Albany, they flew on to Israelite Bay, a distance of 400 miles, and on May 16 they accomplished a flight over the most difficult and dangerous section—650 miles across the Australian Bight to Ceduna in five hours. The next day they reached Port Lincoln, and on May 18 they left Port Lincoln at 11 a.m., and arrived at Beachport at 2.30 p.m. On the following day. May 19, they brought the flight to a successful conclusion by flying on to Melbourne—their starting point- landing at St. Kilda amid the cheers of thousands of spec tators. They were welcomed by the Earl of Stradbroke, Lieut.-Gen. Sir H. Chauvel and the Federal Ministers. Air- Chief-Marshal Sir Hugh Trenchard sent them a cable of con gratulation on behalf of the Air Council. In an interview, Wing-Commander Goble said :—" We are tired and dead beat. It was not the flying we felt, although that was not a picnic. The long night watches knocked us out most, for we did not get a decent sleep during the whole flight. We expected it to be a tough enterprise, but it was infinitely worse than we had imagined it would be. Perhaps the worst stage was that between here and Thursday Island, but all were fairly bad, though please understand we are not com plaining. Throughout it was a grand show, and we always thought ourselves lucky to be in it." 13 H 13 13 THE 400 HP. LORRAINE-DIETRICH ENGINE IN view of the remarkable flight from Paris to Hanoi (Indo- China) made by Lieut.- Pelletier d'Oisy.Hhe following notes on the Lorraine-Dietrich engine, which helped to carry him and his Breguet so successfully some 8,700 miles in 20 days, may be of special interest. The engine fitted in the Breguet XIX A2 sesquiplan on which Lieut. d'Oisy accomplished this flight, is the Lorraine- Dietrich 370-400 h.p. high-compression model, having 12 -Jteif •' •* "itfL * 1 <l ,lft''-|i'l#filiflliiiiii *«.«wl.*l,*V" '• w • ) THE 370-400 H.P. LORRAINE-DIETRICH ENGINE : The type of engine fitted to the Breguet XIX A.2 used by Liout. Pelletier d'Oisy on his great flight. cylinders in V formation. It is of the water-cooled type, and each block of six cylinders is set at an angle of 60c. The cylinders are cast in pairs, each pair being enclosed in a Separate water-jacket, and are bolted to the aluminium crankcase through the agency of flanges formed at the basis of the cylinders. Inlet and exhaust valves are located in the cylinder heads, and are actuated by rocker arms operated by separate over head camshafts. Each camshaft is driven from the crank shaft through a double set of bevel pinions and an inter mediary shaft located at the rear end (i.e., opposite the airscrew end) of the engine and parallel to the cylinder axis Camshafts and driving shafts are enclosed. The crankshaft is of the six-throw type, the forward end projecting through the crankcase being formed to receive the conical air-screw-boss fitting. The connecting rods are of the concentrically-articulated type, having a large bearing surface. The crankcase is of aluminium, the lower portion forming the oil sump, and the lubricating pump, located in the bottom of the crankcase, is of the rocking-drum type without valve-flaps. Cooling-water circulation is effected by means of a centri fugal pump, located at the lower rear end of the crankcase, below and driven from the crankshaft. All water connections are very accessible. Two twin Zenith carburettors, of the spray and constant level type with altitude control, are employed. These are mounted low down on each side of the crankcase, the induc tion pipes passing up from the carburettors between the cylinders to the manifolds on the inner sides of the cylinders. Ignition is by two high-tension magnetos driven by gearing off the forward or airscrew end of the crankshaft. The dis tributors are mounted on the ends of the camshafts. An engine starting system is provided, this being of the carburated air type, the distributor for which being mounted on the end of one of the camshafts. Provision is made for driving the engine revolution indicator and the machine-gun control from gears mounted on the camshaft casings above the valve gears. The following is a specification of the 400 h.p.. Lorraine- Dietrich engine :— Bore Stroke R.P.M. (maximum) R.P.M. (normal) Maximum H.P. (at 1,700 r.p.m.) Weight (with starter, airscrew hub O.A. length O.A. width O.A. height Petrol consumption Oil consumption 120 mm. (4.7 ins.) 170 mm. (6.7 ins.) 1,700. 1,500-1,600. 410. 410 kgs. (904 lbs.) 1.493 m. (4 ft. 10 ins.) 0.783 m. (2 ft. 10 ins.) 1.029 m. (3 ft. 4 ins.) 240 gr. (0.528 lb.) per h.p./hr. 25 gr. (0.055 lb.) . per h.p./hr. 13 m H H M. Emile Deutsch Dead WE regret to announce the death of M. Emile Deutsch de la Meurthe, who died after a long illness on May 18, at puimper. M. Emile Deutsch, like his brother Henry Deutsch (who died a few years ago), was a well-known personality in the world of aviation and motoring, his generous gifts and prizes contributing no small amount to the progress of aviation. The 1924 Wilbur Wright Lecture WE would remind our readers that this year's Wilbur Wright lecture will be delivered before the Royal Aeronautical Societv at the Royal Society of Arts on Thursday next, May 29. The meeting will commence at 8.30 p.m., and the paper, which is being read by Lieut-Col. H. T. Tizard, A.F.C., is entitled " Fuel Economy in Flight " Institute of Transport, Bristol Congress, 1924 ON Friday of next week, May 30, Colonel Bristow is reading a paper on "Aerial Transport" at the above Con gress, when a representative audience is expected. Sir Henry White-Smith, C.B.E., is the chairman of the local Com mittee, in whose hands the arrangements for the entire programme are vested. , 290
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